Universal chassis for hauling containers

ABSTRACT

A universal shipping container chassis is disclosed wherein shipping containers of various lengths can be readily accommodated and securely held thereto for transit. A rear wheel assembly includes a load-bearing portion adapted to securely receive and support one end portion of a shipping container; a fifth wheel assembly also includes a load-bearing portion which is adapted to securely receive and support a second end portion of said shipping container. The fifth wheel assembly is coupled to a truck tractor such that the chassis may be readily towed. The wheel assemblies are coupled one to the other by an elongate extensible stinger that is readily adjusted in extent to bring the wheel assemblies closer together for shorter containers and to space the wheel assemblies further apart for longer containers. The stinger includes a locking mechanism for securing it to the wheel assemblies at locations thereby providing a selected extension of the stinger that corresponds to the shipping container&#39;s length.

This is a continuation-in-part of copending patent application Ser. No.491,142, filed May 3, 1983.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to the shipping and transportation ofgoods in containers by truck. More particularly, the present inventionrelates to an adjustable truck trailer chassis that may accommodateshipping containers of various lengths.

2. Description of the Prior Art

The use of shipping containers has revolutionized the transport offreight. Goods are now placed in standardized shipping containers andtransported from an origin point to a destination point by any of thecommon commercial transport means, such as ship, rail, or truck. In thecourse of transit, the containers can be carried by any combination ofthese transport means. Thus, a container may be routed from a factory toa train terminal or shipping dock by truck, removed from the truck andplaced on a railroad flatcar or into a ship's cargo hold, transported toa destination point, and then placed on another truck for distribution.

To transport containers by truck is a simple matter of placing acontainer onto an appropriate container chassis and securing thecontainer to the chassis by means of industry standard locking bolts.Because the containers are readily fastened to and removed from a truckchassis, handling is fast, efficient, and inexpensive. A furtheradvantage of containers, as opposed to open packaging, such as palletsand boxes, is that valuable goods securely packed in a container are notsubject to excessive handling, which may damage the goods. Sealing thecontainers at point of origin significantly reduces pilferage,vandalism, or theft of the goods contained therein.

Shipping containers are generally available in various sizes from 20-48feet in length. For transport by truck, each container requires acontainer chassis of corresponding length. Thus, a 20-foot containerrequires a 20-foot chassis, a 23-foot container requires a 23-footchassis, and so on. For a trucking concern to handle all sizes ofcontainers, it is necessary that the concern maintain an inventory ofchassis corresponding to the commonly used containers. The chassisinventory is often idle because at any given time, the distribution ofvarious lengths of containers transported to various lengths of chassisin inventory does not bear a one-to-one correspondence. As a result, amoderately expensive capital asset (the chassis) lies idle a portion ofthe time.

Another problem with prior art container chassis occurs when a truckingconcern must accommodate large shipments of several containers havingthe same size. The trucking concern may maintain a limited inventory ofany particular chassis size. Large shipments of one size of containersmay readily exhaust this inventory, resulting in lost business due tothe concern's inability to accommodate the entire shipment ofcontainers.

Finally, it is desirable to pick up additional containers at or near thepoint of delivery of a previous container load. Thus, the return chassistrip becomes a profit generating trip rather than an idle equipmentreturn trip. Unfortunately, the return load may not be a container ofthe same size as that delivered with the non-empty chassis. Thus, anempty chassis of the proper size must be sent to fetch the containerwhile an idle empty chassis of the wrong size is returned to thetrucking concern's yard or facility. This is a significant waste of theconcern's capital equipment resources and personnel time.

Larger containers, such as those of 40 feet in length, require a verylarge container chassis. Handling such chassis in congested urbantraffic is slow, tedious, and fraught with peril. Returning an empty40-foot chassis is just as difficult as handling a loaded 40-footchassis. Actually, an empty chassis is even more difficult to handlebecause the driver cannot readily see the back end of the chassis aswell in the absence of a container thereon.

SUMMARY OF THE INVENTION

The present invention provides a universal shipping container chassiscapable of transporting containers of all sizes. Because the presentinvention is able to accommodate shipping containers of all sizes, ashipping concern's inventory of chassis need not lie idle for a portionof the time. Thus, the shipping concern can maintain full use of allequipment. In the event of a large demand for any particular sizechassis, the concern can readily provide those sizes to the limit of itsequipment resources. Additionally, a trucking concern need not return anempty chassis to its facility or yard because the chassis did not happento fit a container available for transport from a previous containerdelivery point. In this way, idle chassis road time is eliminated.Finally, a long container chassis may be collapsed to a more readilyhandled length for a return trip thereby reducing or eliminatingtransportation perils.

The present invention includes a rear wheel assembly having aload-bearing platform portion adapted to securely receive and supportone end portion of a shipping container. The platform portion isproduced including industry standard upwardly projecting bolts that areoperable to engage within corresponding sockets in a bottom portion ofthe container to be secured to the chassis. The bolts are also operableto lock the container to the platform.

A fifth wheel assembly is provided by which the chassis is coupled to atractor truck for towing. The fifth wheel assembly includes aload-bearing platform portion adapted to securely receive and support asecond end portion of the shipping container. As with the rear wheelassembly, the fifth wheel assembly has upwardly projecting industrystandard bolts for securely locking the container to the chassis at thefifth wheel portion thereof. The fifth wheel assembly also includes aretractable landing gear that may be operated between an extendedposition, wherein the chassis is supported by the landing gear, and aretracted position, wherein the chassis is supported by the fifth wheelportion of the tractor truck for towing.

The universal adjustability of the present invention that allows asingle chassis to accommodate containers of various sizes is a functionof an elongate extensible stinger which adjustably couples the rearwheel assembly to the fifth wheel assembly with a selected spacingtherebetween that corresponds to a desired chassis length. As used inthis description and the appended claims, the term "stinger" shall referto a beam used to connect the fifth wheel assembly to the rear wheelassembly. In this way, shipping containers of different lengths arereadily accommodated by the chassis by the amount of spacing of the rearwheel assembly from the fifth wheel assembly accorded by the extendedlength of the stinger.

The present invention also provides a locking mechanism for securing thestinger to the fifth wheel assembly and the rear wheel assembly atextended lengths that correspond to a selected shipping containerlength. In one embodiment of the invention, the locking mechanismincludes an elongate, inwardly biased pin associated with one or both ofthe wheel assemblies and operable for selected engagement with spacedapertures that are located along the stinger at positions thatcorrespond to the various shipping container lengths.

In operation, another embodiment of the invention allows setting of thechassis length as follows: The chassis is coupled to a truck tractor.The locking mechanism securing the stinger to the wheel assembly isreleased. The rear wheels are locked by applying the rear wheel brakes.The truck tractor is driven away from the rear wheel assembly tolengthen the chassis or backed toward the rear wheel assembly to shortenthe chassis. When a desired chassis length is obtained, the lockingmechanism is reinserted to secure the wheel assemblies to the stinger.

Yet another embodiment of the invention provides a rack and pinionmechanism, wherein the length of the chassis is adjusted by movement ofa pinion that accordingly pushes or draws a rack associated with thestinger. The rack and pinion may be operated by hand crank or by any ofa number of power assist means, such as electric, hydraulic, orpneumatic engines.

An additional feature of the present invention is the inclusion ofgathering surfaces or pockets at each corner portion of the chassis andproximate to the locking bolts. When a container is placed on thechassis, the gathering surfaces serve to guide and otherwise directbottom surface corners of the container into engagement with the lockingbolts. Accordingly, sure and ready engagement of the container with thechassis is provided.

It will be appreciated that containers carried by the present inventionare of a rigid construction. The present invention exploits the rigidproperty of the container to minimize the gauge of materials from whichthe extensible stinger portion of the present invention is constructedand accordingly reduces overall chassis weight. The load bearingplatform portion of the rear wheel and fifth wheel assemblies bear thetotal weight of the container placed on the chassis. Rigidity betweenthe rear wheel and fifth wheel assemblies is provided by the rigidity ofthe container itself. Thus, the chassis and the container in concertprovide a uniform rigid container/chassis assembly.

Eliminating the need for stinger rigidity allows the stinger to beformed in a plurality of sections. As a result, the rear wheel and fifthwheel assemblies may be more easily adjusted, one in relation to theother, to readily allow the chassis to accommodate various sizecontainers. Because the container and chassis are unitary, stress andtorsion are not transmitted to the stinger and wear is thus minimized.It is a result of this novel arrangement that the useful life of thechassis is significantly extended while maintenance, operation, andtransportation costs are significantly reduced.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a perspective view of the present invention showing a tractortruck coupled to the fifth wheel of the invention showing the inventionconfigured to receive a shipping container;

FIG. 2a is a top plan view of the present invention wherein anextendible stinger portion of the invention is fully retracted;

FIG. 2b is a top plan view of the present invention wherein theextendible stinger portion of the invention is in an extended position;

FIG. 3a is a side elevational view of the present invention showing theinvention configured for a small container and showing in phantom alarge container;

FIG. 3b is a side elevational view of the present invention showing theinvention configured for a long container;

FIG. 4a is a partially sectioned side elevational view of a rack andpinion arrangement for adjusting the amount of stinger extension;

FIG. 4b is a section view taken along lines 4b--4b in FIG. 4a showingthe rack and pinion arrangement;

FIG. 5 is a side elevational view of a stinger positioning and lockingarrangement;

FIG. 6 is a partially sectioned perspective view of a pin for selectablylocking the extendible stinger at a desired location;

FIG. 7 is a perspective view of an alternate embodiment of the presentinvention showing a multisection elongated stinger for separating a rearwheel assembly from a fifth wheel assembly; and

FIG. 8 is a cross-sectional view of the alternate embodiment of theinvention taken along line 8--8 in FIG. 7.

DETAILED DESCRIPTION OF A PREFERRED AND ALTERNATE EMBODIMENT

The present invention provides a universal shipping container chassisfor accommodating shipping containers of various lengths. FIG. 1 showsthe chassis 10 in perspective and configured for towing by a trucktractor 12. A standard shipping container 11 is shown above and readyfor mounting to chassis 10.

The present invention includes a fifth wheel assembly 14 connected to arear wheel assembly 15 by an extendible stinger 22. Fifth wheel assembly15 is coupled to truck tractor 12 at fifth wheel 13. Such fifth wheelarrangements are well known in the art and have become a standard in thetrucking industry.

Fifth wheel assembly 14 rests on truck tractor rear wheels 16 when thechassis is configured to be towed to thereby transport a container. Thefifth wheel assembly may also be supported by a retractable landing gear21.

Rear wheel assembly 15 receives a rear portion of container 11 andincludes wheels 17 upon which the container and assembly rides. Spacingof the fifth wheel assembly from the rear wheel assembly is a functionof the extent of extendible stinger 22. The stinger is complementary toand fits within channels 28 and 29 of the fifth wheel and rear wheelassemblies, respectively. An adjusting device 23 is provided for drawingthe stinger into channel 28 or removing therefrom. In this way, thespacing between the fifth wheel assembly and rear wheel assembly can bechanged thereby allowing the chassis to accommodate containers ofvarious sizes. In other embodiments of the invention a similar adjustingdevice is included on channel 29 to correspondingly draw the stingerinto and withdraw the stinger from the channel.

Container 11 is of an industry standard type and includes front mountingsockets 30 and rear mounting sockets 31 that are configured forengagement with complementary pins located on the fifth wheel and rearwheel assemblies. The fifth wheel assembly includes cross members 18 and19 having pins 24 and 25 attached thereto; the rear wheel assemblyincludes cross member 20 having pins 26 attached thereto. The presentinvention accommodates various sizes of containers according to theextension of stinger 22 and, in this embodiment of the invention, alsoaccording to the location of the front container pins in lockingengagement with the pins on cross member 18 (pins 24) or cross member 19(pins 25). Such arrangement is explained more fully below in thediscussion of FIG. 3a.

FIG. 2a is a top plan view of the present invention showing stinger 22retracted within channel members 28 and 29. Such a configuration istypical for trailers of between 20 and 24 feet in length. It can be seenfrom FIGS. 1 and 2a that pins 24-26 are of an industry standard type foruse with such industry standard containers. The pins, once engaged withthe complementary container sockets, are operable to securely lock thecontainer to the chassis for safe transport from point of origin topoint of destination.

FIG. 2b is a top plan view of the present invention showing stinger 22extended from channels 28 and 29. Such arrangement is typicallyapplicable for containers up to 40 feet in length. Operation of theinvention is clearly seen when comparing FIG. 2a (stinger 22 retracted)with FIG. 2b (stinger 22 extended). FIGS. 3a and 3b likewise show inside elevational format the retracted (FIG. 3a) and extended (FIG. 3b)configurations of the present invention.

FIG. 3a is a side elevational view of the present invention showing a20-foot container 11 mounted to chassis 10 and showing in phantom a23-foot container 11a mounted to said chassis. The Fig. additionallyshows landing gear 20 in more detail including a supporting strut 32 anda landing gear footing 33. Such landing gear arrangements are well knownfor standard trucking equipment. When the chassis and/or container arenot towed by tractor truck 12 such that tractor truck rear wheels 16 donot support the fifth wheel assembly portion of chassis 10, the landinggear provides support in its stead.

It can be clearly seen from both FIGS. 3a and 3b that the fifth wheelassembly and the rear wheel assembly provide a coplanar upper surfacecorresponding to the flat bottom surface 11b of the container. Thepresent invention provides a flat, horizontal planar region extendingfrom the fifth wheel rearwardly. In this way, the present inventionprovides a simplified chassis which departs from typical "goose-neck"container chassis arrangements.

FIG. 3a also shows a locking mechanism 34 for securing the stinger at aselected extent corresponding to that necessary for the length ofcontainer being transported. Locking device 34 is discussed in moredetail below. It should be noted in FIG. 3a that for containers of the20-foot size (11) and 23-foot size (lla) stinger 22 is in its minimumextended position. For this reason, cross members 18 and 19 are providedcross member 18 for 23-foot containers and cross member 19 for 20-footcontainers. Such arrangement is desirable in the embodiment of thisinvention to maintain an even distribution of container weight over thecontainer supporting wheels 16/17.

Although the present invention is intended to carry shipping containersof all lengths, it is possible to carry more than one shipping containerwith the present invention. Such alternate embodiment is shown inphantom in FIG. 2b wherein cross member 52 is shown including two setsof pins 53 and 54 by which pins 54 receive the front socket portion fromthe front end of a first container and pins 53 receive the rear socketportion of the rear end of another container.

FIG. 3b shows the present invention configured for transporting a40-foot chassis. Typically, the present invention requires adjustableextension of stinger 22 for all containers greater than 23-feet inlength. As shown in FIG. 3b, a 40-foot container spans from cross member20 to cross member 18, thereby covering cross member 19. To preventinterference with the bottom of container 11 when spanning cross member19, pins 25 mounted to cross member 19 are of a hinged or retractabletype well known in the industry. In this way, a large container of up to40 feet may be placed covering cross member 19 and yet pins 25 areretracted out of the way so as to prevent interference with the securemounting of the container to the chassis at pins 24 and 26 located oncross members 18 and 19, respectively.

Adjusting mechanism 23 is shown in more detail in FIGS. 4a and 4b. Acrank 36 is shown coupled to a pinion 37 including a set of pinion teeth37a which engage within rack 38 and are complementary to rack teeth 38a.Accordingly, cranking motion of crank 36 draws stinger 22 into channel28 or pushes stinger 22 out from channel 28. In this way, the spacingbetween the fifth wheel assembly and rear wheel assembly is readilyadjusted.

A hand crank 36a is shown as a portion of crank 36 in FIG. 4b, which isa cross-sectional view of the rack and pinion assembly. It can be seenin FIG. 4b that channel 28 is formed as a void within a bolster-likemember into which stinger 22 firmly and snugly, yet movably, fits. Atrack portion 39 is included for receiving and mounting rack 38. Crankand pinion assembly 36/37 are held to channel member 28 by a bracket 40.Although a hand crank is shown as the adjusting means in this embodimentof the invention, other such engines may be provided. For example, ahydraulic, pneumatic, or electric motor can be provided for extendingand retracting stinger 22. Additionally, adjusting mechanism 23 can beprovided at both the fifth wheel assembly and the rear wheel assembly,or it can be provided at either assembly as is suited for theapplication to which the present invention is put. The adjustingassembly can also be dispensed with altogether in some embodiments ofthe invention. Thus, rather than cranking the stinger to the desiredamount of extension for the container to be carried, the truck driverapplies the truck brakes at rear wheel 17, releases locking means 34,and either backs truck tractor 12 or moves truck tractor 12 forward toaccordingly move the fifth wheel and rear wheel assemblies closertogether or further apart as,desired.

Two embodiments of locking assembly 34 are shown in more detail in FIGS.5 and 6. Referring to FIG. 5, stinger 22 is shown including a pluralityof staggered apertures 44b-44d, said apertures being vertically spacedfrom each other and being located at spaced horizontal position alongstinger 22. Each of said apertures is located at a positioncorresponding to a standard amount of extension, e.g. for 30-footcontainers, 35-foot containers, 40-foot containers.

A pivotable arm 42 is shown mounted to channel member 28 at a pivotingend 45 and having a pin 52 for engaging apertures 43a-43d in channelmember 28. Arm 42 is shown having a handle 54 which can be used to movearm 42 from one position to another. Alternatively, pin 52 could begrasped to move arm 42, and pin 52 could have a handle attached tofacilitate grasping. Such a handle can be attached to pin 52 itself tofacilitate pulling the pin out of, and inserting it into apertures43a-43d. Each of apertures 43a-43d through channel member 28 coincideswith a corresponding aperture 44a-44d in stinger 22. Thus, for example,aperture 43b through channel member 28 coincides with aperture 44bthrough stinger 22 when a certain amount of desired extension isobtained.

In operation, each stinger aperture 44a-44d determines the length of thechassis, which corresponds to the length of the container to be carried.Arm 45 is rotated until pin 52 is in the desired one of apertures43a-43d corresponding to the desired extension. Stinger 22 is thenextended until pin 52 engages the corresponding one of aperture 44a-44d.Although in this embodiment of the invention, a locking means 34 isshown associated with channel member 28, a similar locking meansdesignated 34' in FIG. 3b can also be associated with channel member 29in addition to or instead of that associated with channel member 28.

FIG. 6 shows a perspective in partial cross-section of a secondembodiment with a locking pin inserted through a single aperture 43 inchannel member 28 for engagement with a single aperture 44 in stinger22. Pin 46 includes a knob portion 48 by which the pin may be pulledoutwardly to release it from enqagement with aperture 44 and alsoincludes a pin point 49 that engages with aperture 44 to lock stinger 22in a selected position with channel member 28.

Pin 46 in this embodiment of the invention is biased by a bias member,which may be a spring 47. The spring pushes outwardly against a pinshoulder portion 50 and pushes in an opposite direction against ashoulder portion 51 within aperture 43. In this way, the pin is set tolock into position as aperture 44 moves within alignment about pin point49. Thus, the stinger automatically locks in position when a desiredchassis length is obtained. Although locking means 34 includes pinarrangement 46, other such locking arrangements can be used in thepresent invention, such as cotter pins, bolts.

An alternative embodiment of the invention is shown in perspective viewin FIG. 7. The chassis, shown in perspective, has a rear wheel assembly55 including wheels 72 and a fifth wheel assembly 56 including a fifthwheel hitch 71. Wheels 74 are shown having the spaced relation to fifthwheel assembly 56 that they would have if a towing tractor were coupledto the chassis.

Fifth wheel assembly 56 also includes a landing gear 62 for supportingthe chassis and any container load it is carrying when a towing tractoris not coupled to the chassis. In FIG. 7, landing gear 62 is shownhaving a support 73a in a retracted position; support 73b (shown inphantom) shows an extended, chassis supporting position of the landinggear.

An elongate extensible stinger 57 is shown having two telescopingsections 58/59. The sections are arranged so that section 58 is readilyrecessed into fifth wheel assembly 56 as selected by stinger lockingcontrol 60. The locking control shown is of the type described above ormay be of a similar type but including a hydraulic, pneumatic, orelectrically operated release mechanism such that locking mechanismoperation may be initiated remotely from the cab of the truck tractor orat any other convenient remote location.

Second stinger section 59 is of lesser dimensions than stinger section58 and, accordingly, readily telescopes into and out of first stingersection 58 as desired and as controlled by lock mechanism 61. Asdiscussed above for lock mechanism 60, lock mechanism 61 may be of themechanical type described herein or may be of a power assisted type.

Gathering surfaces 64a/b and 65a/b are provided on fifth wheel assembly56 and rear wheel assembly 55, respectively. The gathering surfaces orpockets are flared, substantially vertical extensions at the corners ofthe fifth wheel and rear wheel assemblies and serve to guide a containerinto proper orientation with the chassis when the container is loweredto the chassis as shown in FIG. 7. Once guided into proper orientationwith the chassis, the container is readily fastened thereto by industrystandard locking bolts, described above.

A marker light assembly 66 is included fastened to an underside portionof first stinger section 58 and having a light bar 67 and light 68. Thelight is provided to meet highway department requirements, whereapplicable. Light assembly 66 is operated by electrical power supplied,along with pressurized air, by cables 69. Power for the backup, rear,and brake lights, and air for the rear wheel assembly brakes are alsosupplied via cables 69.

The cables are attached to extensible stinger 57 by means of hangers70a-70f and are arranged in an accordian-like fashion. Accordingly,extending or shortening the chassis length is accomplished withouthaving to lengthen or shorten or otherwise adjust the cables thatprovide air and electrical power from the truck tractor to the chassisand container assemblies.

The elongated stinger may be provided in any number of sections as isconvenient for the type and size range of containers being transportedby the extensible chassis. Because the stinger sections telescope intoand out of each other, there is a possibility of wear between thestinger sections, resulting from movement between the fifth wheel andrear wheel assemblies. Most of this movement, which consists of variouscomponents of stress and torsion, is damped or otherwise absorbed by thecontainer itself. That is, when the container is fitted to the chassis,the chassis/container combination becomes a unitary assembly. Thepresent invention exploits the rigid property of the container toprovide a continuously rigid link between the fifth wheel and rear wheelassemblies. The combination of the container and the fifth wheel andrear wheel assemblies carries the full load weight and transmits mosttransport stress from the fifth wheel assembly to the rear wheelassembly through the container itself. This arrangement eliminates theneed for heavy gauge stinger construction and allows the stinger to beformed in a plurality of sections, resulting in a lighter and moreeasily adjustable chassis.

When a container is not present on the chassis, e.g., when chassislength is adjusted or for chassis transportation, some stress andtorsion is present along the stinger and at the telescoping stingersections. To prevent the development of slack within the stinger due towear between the stinger sections (or between the stinger and the rearwheel assembly and/or the fifth wheel assembly), the present inventionincludes a clamp assembly 80 consisting of a clamp plate 81 and a piston82, powered by a pneumatic, electric, or hydraulic power source 83. Itis convenient in the exemplary embodiment of the invention to use apneumatic power source which can be powered from the tractor truck's airline. However, any source of power, including an electrical device suchas a solenoid, can be used to power piston 82.

When the chassis is adjusted to accommodate various size shippingcontainers, the piston is withdrawn and plate 81 is released, allowingthe stinger to be inserted or withdrawn from its associated wheelassembly or telescoping stinger portion. When piston 82 is extended,plate 81 is forced into compressive abutment with a bottom surface ofthe stinger portion extending into and associated with clamp assembly80. As a result, the stinger is locked into place within a surroundingportion of its associated wheel assembly or telescoping stinger portion,thus preventing torsional or stress-induced movement of the stingermember within its associated wheel assembly or telescoping stingerportion.

As discussed above, axial movement of the stinger is prevented bylocking assemblies 60/61. The present invention provides clamp assembly80 to take up slack along the stinger between the wheel assemblies. As aresult, the life of the chassis is extended by the prevention of saggingat one end or the other of the chassis. This prevents wear and tear onthe contact and moving points within the chassis. Prevention of suchwear between the wheel assemblies and the stinger is very critical inany chassis which carries containers of the type described herein. Ifthe planar relationship between the fifth wheel assembly and rear wheelassembly were disturbed due to wear, such that one assembly sagged orwas out of alignment with another of the assemblies, it would not bepossible to properly engage the container with the locking bolts on thechassis. As a result, the chassis would be useless for thetransportation of containers. Including clamp assembly 80 in the presentinvention eliminates sagging and wear along and about the stingerassembly and thus prevents misalignment between the fifth wheel and rearwheel assemblies from occurring.

The foregoing was given for purposes of illustration and example of apreferred embodiment of the present invention. Other equivalentembodiments of the present invention can readily be produced based onthe teachings herein. For example, additional cross members can be addedto rear wheel assembly 15 in lieu of, or in addition to, those on fifthwheel assembly 14. An additional cross member can be added at a centralportion of stinger 22 by which two containers of varying lengths can beaccommodated by the present invention. In such instance, the rear wheelassembly is adjusted for spacing from the additional, center crossmember so that a container carried on that portion is properlypositioned from the rear wheel cross member to the stinger cross member.The spacing between the fifth wheel cross member and the stinger crossmember is independently adjusted to accommodate the container placedtherebetween. Additional embodiments of the invention can providedevices other than a rack and pinion for adjusting the extent of thestinger or can dispense with adjusting means entirely. Likewise, varioustypes of locking arrangements can be employed. Therefore, the scope ofthe invention should be limited only by the breadth of the claims.

We claim:
 1. A process for adjustably extending a universal shippingcontainer chassis comprising:providing a rear wheel assembly including aload bearing portion adapted to securely receive and support a first endportion of a shipping container; providing a fifth wheel assemblyincluding a load bearing portion adapted to securely receive and supporta second end portion of said shipping container; providing an elongateextensible stinger assembly for adjustably coupling said rear wheelassembly to said fifth wheel assembly said stinger including a stingercoupled to one of said rear wheel assembly and said fifth wheel assemblyand a tube for receiving said stinger coupled to the other of said rearwheel assembly and said fifth wheel assembly whereby shipping containersof different lengths can be accommodated by said chassis; placing insaid adjustable stinger a plurality of first apertures, said firstapertures being vertically and horizontally spaced from each other;placing in said tubes a plurality of second apertures, said secondapertures being spaced vertically to correspond to the vertical spacingsof said first aperture; registering a pin for engaging one of said firstapertures and one of said second apertures; locking said rear wheelassembly; moving said fifth wheel assembly towards and away from saidlocked rear wheel assembly until said pin engages one of said firstapertures and one of said second apertures to provide a selectedextension of said stinger assembly corresponding to a shippingcontainer's length.
 2. The method of claim 1 including providing an armcoupled to said pin for providing selective engagement with said secondapertures and moving said arm with said pin to engage said selectedapertures.
 3. The invention of claim 1 and including the step of springbiasing said pin toward said second aperture onto said stinger wherebywhen said first aperture registers with said second aperture saidcontainer is locked.